Propeller control



May 6, 1950 J. R. MAY 2,507,671

PROPELLERI CONTROL Filed Nov. 8, 1947 7 Sheets- Sheet 1 a a". v

J6 1N1 'ENTOR.

".JhMESRMflY In a 175' .Y

ms firromws vs May 16, 1950 J. R. MAY 2,507,671

PROPELLER CONTROL Filed Nov. 8, 1947 '7 Sheets-Sheet 2 war/" mmvnm JAMEs 7?. M4 Y ms HTTORNEYJ M y 16, 1950 J. R. MAY 2,507,671

PROPELLER CONTROL Filed Nov. 8, 1947 7's t s 3 0 l N VEN TOR;

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Malms firronwe vs y 6, 1950 J. R. MAY 2,507,671

PROPELLER CONTROL Filed Nov. 8, 1947 I ,7 Sheets-Sheet 4 I N V EN TOR.

I M HIS .4 IIORNEY-S May 16, 1950 J. R. MAY

PROPELLER CONTROL 7 Sheets-Sheet 5 Filed Nov. 8, 1947 Rm Q Q m w mm m5 ,m

3 M m J Q .36 n 3N A NMN a WQE Filed Nov. 8, 1947 7 Shee'ts-Sheet 6 334 INVENTOR J'J'MEs 7?. MAY

3 8 7 3 ms ATTORNEYS May 16, 1950 J. R. MAY

PRQPELLER CONTROL '7 Sheets-Sheet 7 Filed Nov. 8, 1947 5 M H T N m R 0 V5 m A l m 5 fl mm 4 9! M u m. Z Z J 3 m w M Z Patented May 16, 1950 PROPELLEB comnor.

James R. May, Dayton, Ohio, assignor to General Motors Corporation, Detroit, Mich a corporation of Delaware Application November a, 1041, Serial No. 184,887

g 9 Claims. (01. I'm-160.21)

This invention relates to control of aircraft propellers, particularly to the control of blade pitch to meet the varied requirements in flight and surface maneuvering preparatory to flight.

It is an object to provide a system of control for aircrait propellers that embraces the full range of blade shifts from any selected governed positive pitch to and through negative, ffeathering and return to working range, by a self contained isolated system of fluid pressure and controlelements operated by the same. i Another object of the invention is to provide a system. of propeller control-thatwilleffect a.

selectedpitch setting. or change inflpitch setting whether the setting requires an 'inflnitesimally small pressure application or an application of some great-magnitude, orsome modification of either.

Another object of the invention is to provide a fluid pressure'system' with control elements for automatically supplying adequate pressure potential of power to the control passages whether a minute impulse is to be applied for a slight correction in governed pitch setting or whether a very forceful impulse is to be applied for an extremelylarge pitch change. such as shift from positive pitch to negative pitch, feathering.

or return to the operating range.

Another object of the invention is to provide a system of fluid pressure control for blade pitch setting that embraces governed positive pitch,- negative pitch, feathering and return to the governed positive-'pitchrange, wherein the various pitch settings will be accomplished emciently and quickly in response to selective manipulation of a single manual control element.

is isolated, each with respect to its own smicttll'e to be controlled. A system pump and one or more additional pumps rotate with and are each driven whenever the propeller rotates with respect to its supporting structure, the system pump always feeding into the supply conduit of .the system to supply fluid under pressure to all of the control elements of the system, and delivers such volume of fluid .under pressure that there is always a surplus over what is needed for charging an accumulator and for efiecting governed pitch settings; with perhaps a lesser surplus when shift 'the'last named means is a pump control valve that'responds to the variable surplus from the i system pump for connecting and disconnecting the additional jpump or pumps to the system is made from one governed pitch range to an-' other governed pitch range. Pressure controling means that are subject to the output of the system pump and influenced by the pressure impulses needed to effect any of the pitch adjust ments operate to determine how much surplus of the system pump will obtain and returns it to the sump thereby fitting the pressure in the control lines to the needs for effecting the selected pitch change. Operating in conJunction with when. the output of the system pump is inadequate to supply the needs ofpressure applied for pitch change, setting within the time interval desired. 1

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accom- A further object of the invention 'is' to provide a fluid pressure supply system that provides a.

relatively low pressure supply or power for governed pitch settings but immediately steps up the potential of pressure or power supply to meet the needs of the apparatus for effecting greater pitch changes other than governed pitch. I

Yet another object of the invention is to provide a fluid pressure supply system that im-' mediately meets the wide range of pressure applications necessary to effect governed pitch and feathering or shift from the positive pitch range and return, but in turn impresses upon the con-. trol passages during needs for small or weak pressure impulses only such pressure potential as is panying drawings wherein a preferred embodiment. of the'present invention is clearly shown.

In the drawings: 1 Fig. 1 is a fluid circuit diagram of the mechanism conditioned for take-01f and for 'accumulator filling.

v Fig. 2 is a similar fluid circuit diagram for th apparatus while operating during level flight or cruise, but with the control under a condition 1 "of overspeed.

- Fig. a similarly illustrates the fluid circuits'dur ing feathering of the blades.

Fig. 4 illustrates the conditions of the system for .unfeathering.

needed to efliciently and quickly effect the lesser control. 7

These objects and advantages are accomplished by providing a closed fluid pressure system that 'ing structure Fig. 5 shows the transition from the positive pitch range to the negative pitch range.

Fig. 6 illustrates the transition from negative pitch range-to the positive pitch range.

Fig. '7 is a schematic view in section showing the fluid circuit of Figs. 1 to 6 applied to a rotatof the nature of a constant speed propeller.

3 Fig. 8 is a sectional view in longitudinal-section of a physical embodiment of the invention,

it being a view suggested by the line 6-6 of Figs.

plumbing connections between the mounting pads by which the several devices become operative.

Fig. 11 is a detail in section by which certain of the fluid connections are made to and from the accumulator or pressure storing device.

Fig. 12 is a detail section of the fluid connection between the primary pump and the hydraulic system, substantially as indicated at |2-|2 of Fig. 9.

Fig. 13 is a detail in section showing hydraulic connections between the control passages and the pressure regulating device, it being a view as suggested by the line and arrows I3-I3 of Fi 9.

Fig. 14 is a sectional view of a hydraulic detail to a fluid filter, substantially as indicated at |4-|4 of Fig. 9.

' Fig. 15 is a sectional detail of an adapter bearing and regulator vent, it being, an enlargement of that shown in Fig. 8.

With reference to the drawings, and first with respect to the fluid circuits schematically shown in Figs. 1 to 6, a system pump is safeguarded by a check valve 2 as it empties into a pressure line 3 leading by a branch 4 to a range selector valve I connected by an extension tube II with the intake port 2| of a governor valve 20 which has control ports 22 and 23 connected by pipes 24 and 25 with a torque unit 30 adapted to shift the blade 3| in response to control by the governor 20 as will presently appear. The pressure line 3 has a, branch connecting it with a variable pressure control valve 40, and a branch 6 connecting it with an accumulator control valve 50 in turn connected by tube I with an accumulator 60, as will presently appear. The variable pressure control valve 4|! has two other connections into the system that are variously controlled according to propeller operation, and include a tube 4| leading to a pump control valve Ill also connected by 1| to one or more auxiliary pumps 60, and by 12 to a check valve 90 connected by 9| back to the pressure line 3. The other of the variously controlled connections from the pressure control valve 4|) includes a branch 42 leading to a shuttle valve I 00 having input connections |0| and I02 from the control passages 25 and 32 extending between the governor and torque unit 30.

With respect to the valve assemblies in the order of mention, the range selector valve I0 comprises a cylinder I2 with spaced ports I3, I4, I5, I6 and I1, controlled by a valve plunger I8 urged to a normal positive pitch selecting position by a spring I9. That positioning of the plunger l6 so disposes the lands a, b, c, of the valve that the ports I3 and I4 will normally connect the pressureline 3 with the intake of the governor valve through branch 4 and tube II, and so that the pitch decrease pipe 24 is connected at I5 with II and thence by line 32 with the torque unit 30. The port I 1 connected by 33 to the increase pitch pipe is closed in this position of the range selector valve.

The governor valve 20 comprises a sleeve providing the ports 2|, Hand 23 and is adapted tc slidably receive a valve plunger 26 pivotally connected to a lever 21 urged against a movable fulcrum 26 by a compression spring 29, the plunger 26 having lands d and e so spaced as to normally cover both of the control ports 22 and 23 when the valve is in equilibrium, which occurs when the v rotating apparatus causes the valve member 26 to move radially outward (toward the top of the page in Figs. 1 to 6), to absorb the force of the spring 29. In this equilibrium position the flow from port 2| is arrested and there is substantially no flow from either of the ports 22 or 23. If the valve plunger for any reason moves outward from the equilibrium position, such as in an overspeed condition, as in Fig. 2, then port 2| is connected with increase pitch port 23 and the pressure line 3 is connected through pipe 25 with the torque unit chamber 34 while the chamber 35 on the opposite side of a piston 36 is connected by the line 32 with the ports I6 and I5 of the range selector valve III which establishes a drain connection through control passage 24 and port 22 of the governor 20. On the other hand, if the valve plunger for any reason moves inward from the equilibrium position, such as in an underspeed condition, then the port 2| is connected with the decrease pitch port 22, which by the passages 24 and 32 with their intervening and connecting ports I5, I6, connect the pressure line 3 with the chamber 35 of the torque unit. The chamber 34 in this instance has its drain connection by way of passage 25 and port 23. Applying pressure from the pressure line 3 to either side of the piston 36 of the torque unit and opening the other side to drain sets up such pressure difl'erential in the torque unit that the piston plunger 3! connecting the piston 36 with the blade 3| through the rack 38 and gear 39 effects pitch shifting movement of the blade. Thus, when there is a controlling function being applied to the torque motor 36 there is need of a substantial pressure potential to meet the aggregate of mechanical resistances.

The variable pressure control valve 40 operates to step up the potential of pressure in the pressure line 3 to meet the needs for the particular controlling function called for. For that purpose the branch 5 from the pressureline 3 opens into a chamber 43 housing a headed plunger 44 and extending into a reduced bore 45 that opens laterally into the passages 4| and 42 so spaced that a land f on the plunger 44 may isolate one from the other, a spring 46 acting normally to assist the effects of centrifugal force applied to the plunger to close a port 41 opening into the tube 4|. However, pressure from the line 3 applied through the branch 5 is always present in the chamber 43 traversed by the head 48 of the headed plunger serving to damp movement of the plunger when changes of motivating forces are experienced. Thus the pressure is generally equal on both sides of the damping head 46, but it acts upon the annular area of the land ,1 within the bore 45 to oppose the forces exerted by the centrifugal force and the force of spring 46 upon the valve plunger so that the bore 45 is opened to the port 41 of tube 4| which in turn leads to the pump control valve 10 to escape to drain through an orifice I3. During onspeed operation, or when the governor valve is in the equilibrium position, there is little need for the pressure that is constantly being built up by the system pump I, so that the force exerted on the end of the land 1' moves the plunger to a position that the port 41 is partly opened to relieve the high pressure through 4| and I3.

thereby "new the Directly upon the occurrence of any'control function, or upon the fall of pressure within the system that is below, the required potential, the decrease of pressure is immediately felt in, the

branch and the chamber 45-. There. is then a decrease of pressure appliedto the end of land I the system.

One of the continuing exceptional'demand of pressure potential is made and the propeller is still operating at or above a predetermined speed. The cut-in of the aux- J iliary pumps nu controlled by the pump control valve under the influence of the variable pressure control valve and as a result of the pressure demands made upon the system somewhatjas shown in 3 to 6. The pump control valve .15 provides a chamber 14 that houses needsfor pressure within 5 the system, especially during-the early period of starting the propeller, is the conditioning of the accumulator 65' soithat a reservev of pressure is always available for additional propeller control,

and involves the accumulator control valve that has a chamber 5i into which the branch 6 opens and which houses a flow valve 52 having a valve portion a spring urged to engage a seat 53 at the juncture of a reduced bore 54 from which connects the tube I leading to the accu-' mulator 50. A valve bore houses a spring pressed check valve 56 anda push rod 51 by which the check ball may be unseated; one end of the bore 55 opening into the reducedbore 54 at 58, while the bore at the opposite side of the check ball 56 opens into the chamber 5| by passage 55.

a valve plunger 15 fitted with a land h controlling a drain port 15, and a double land i for controlling the outlet oriflce 15 and also an opening into the connection" leading to the check valve. Sll. The valve 10 is so disposed that centrifugal force acting upon the plunger 15 casts it radially outward (toward the top of the views) to close oil the drain port 13 for the variable pressure control valve by the land i, and the drain 18 for the pumps 80, by the land It, and so as to connect the output of pumps 80 through 1i and 12 .to the check valve 90. However, the pop-oil from ports 41 of the variable pressure control valve 40 opposes that centrifugal force upon the valve plunger 15 at the end of the land i and tends Fluid pressure applied through-the branch 8, as

shown in Fig. 1, flows into the chamber 5| around the head of the flow valve 52 and thru the passage 59 to the smaller diameter of the valve bore unseating the valve 55 to flow thence through 58, 54'and 51 into the accumulator 50. That is a condition that obtains just so long as the pressure ofthe pressure line 3 is greater than the stored potential of the accumulator. Proper setting and calibration of, the variable pressure control valve 4! and of the valves in the accumulator control valve 50 can provide assurance that there will always be a fully charged accumulator. The check valve 56 normally prevents return flow of pressure from the accumulator, even during an extended rest period. Actuation of the push rod 51 unseats the ball check valve 56, as shown in influence of the accumulator, and which is always present in the bore 54, to flow through 58, 55, and 59 to the underside of the flow valve 52, which moves the valve against the urge of the to move the plunger inward to a position where the pop-oil of the variable pressure control valve can exit through 4| and the end of the chamber 14 at 13. When the plunger'15 is at this inward or depressed'position, then the outlet of the pumps 80 through'the connection 11 to the bore of the valve is drained at 16, and the opening to the passage 12 for the check valve is closed.

Thus, when the pressure in the pressure line 3 becomes too low, that condition is sensed by the variablepressure control valve 40 by closing of the port 41 which allows the pump control valve 10' to connect the auxiliary pumps to the pressure line 3. The output of-pressure, from that source will displace the check valve element-92 Fig. 3 which allows a surge of pressure under the 1 spring 52a to a position on the other side of the opening to the branch 8. That movement 'of the valve 52 withdraws the valveportion a from the seat 53 and opens the accumulator directly to the branch 6 which then flows by way of 4, l3, l4 and II to the governor valve III to there be distributedin accordance with predetermined plans. As soon as flow is arrested the flow valve 52, be-

cause of equal pressure on both sides of the head.

drifts back to seating engagement at g and 53 under the influence of the associated spring, and

the reserve of pressure within the accumulator is saved for a subsequent operation of the push rod 51. Generally, only a momentary depression or actuation of the push rod is needed or required to effect the connection of the accumulator stored pressure with the pressure line 5, which then persists so long as the pressure within the accumulator is greater than the pressure within the pressure line 3 and its branches.

To augment the pressure within the pressure line 3 so that there will not result an exhausting within the chamber as of the valve against the spring 94 until the connection is made with an opening into the line 9| joining the pressure line 3. The cut-in of .the auxiliary pumps is designedly made before the pressure within the line 3 becomes so low that a demand has to be made upon the stored potential of the accumulator 50. This is particularly effective while there is any substantial rotation of the propeller, since all of the pumps are mounted on the rotating propeller and are driven in response to propeller rotation by reason of a fixed gear giving them impetus from the outside. Thus, for the beginning of the feathering control, and for the shift into negative and back'to positive pitch range, the pump supply for the system will be sufficient.

During pitch shifts of great magnitude, eventem is too greatly depleted, by means of the shuttle valve I00 .and its connections to the variable pressure control valve and to the control passages for the torque unit. The'shuttle,

ber I05. Passage Iii branching oil from the in-' crease pitch line 25 connects at one end of the chamber I 03and passage I02 branching oflfrom Y 32 for the decrease pitch line, connects at the other end of the chamber I03, while the pipe 42 connects at the middle of the chamber and opens. into a .chamber 45- at the end of the land 1 of the variable pressure control valve 40. That connection provides the variable pressure function of the pressure control valve 40, since the effect) of centrifugal force and spring force tending to close the blow-off port 41 is assisted by the pressurein the chamber. 45 regardless of the di rectlonthat the piston of the torque unit is moved.

If a controlling function is directed ,by the governor 20 through the increase pitch port-23 and control passage 25, the pressure therein will also follow IN to the shuttle valve I and move the valve element I04so that the pressure in IN can follow the passage-.42 to the chamber 45.

. or the like I to actuate linkage for control of the valve unit 50 guarding the accumulator 80. That linkage includes a roller I2I ona carriage I22 movable by the rod I20, the roller I2I being characterized such as to engage a movable cam member I23 on a pivoted lever I24 having a part I25 normally resting against a'stop I28 but adapted 'to actuate the push rod 51 for upsetting the valve plunger H8 is also moved. Thus when the the other hand, if a control function is directed by the governor through the decrease pitch ports 22 and 24, I5, I8, 32, that pressure will also folelement I04 and flow through, the passage 42 to the chamber 45. Pressure applied to the chamber 45, at least temporarily urges the land 1 toward closing position with respect to the port 41. If the increased pressure demand is small, the mere closing of the pop-off ports 41 maybe suflicient to, provide all of the increased pressure potential that is required since all of the delivery from the low I02 to the shuttle valve I00, move the-valve fulcrum 28 is moved along the lever to the position for feathering illustrated in .Fig. 3, the carriage I22 is also moved to trip the valve 56. Likewise when the. fulcrum 28 is moved out of the feathering position to the unfeathering position of Fig. 4, the carriage I22 actuates the valve 56, but when the fulcrum 28 is moved to the reverse pitch position or returned to the governed posisystem pump I is now available to perform the function called for. On pressure demands of greater magnitude, the pop-off ports 41 remaining closed are augmented by lack of drain through H and 13 of the pump control valve 10, which permit the plunger 15 to move outward (toward the top of the sheet) for connecting the pumps 80 with the check valve 90. There being no discharge from the pop-off ports 41 there isno flow against the end face of land 1' in opposition to centrifugal tive pitch range there is no operation set up by the carriage I22 though it is moved at the same time. The selector valve In is moved only when the fulcrum 28 is moved into the reverse pitch position and back to the positive pitch range, such as is shown in Figs. 5 and 6.

The schematic view of Fig. 7, shows graphically an adaptation of the fluid circuit as applied to force on the plunger 15, which plunger now drifts outward to close the drains 13 and 16 and connect H with 12. As soon as the control-function is completed, or as soon as the control ports 22 and 23 are closed the pressure within chamber is reduced and the now high pressure in the chamber 43 acts on the face of land 1 to retract the valve to open the pop-off ports 41 and then flow through 4| against the end face of land i to move that plunger 15 inward which disconnects the pumps 80 from the line and opens the two drain ports 13 and 16.

Those features apply variously to any of the a rotating self contained propeller mechanism of the character described nd claimed in the U. S. patents to Blanchard et a1. 2,307,101 and 2. The reference I30 indicates a portion of the engine nosing or gear casing or other part of an aircraft providing a bearing ISI for support of a propeller shaft I 32 which is drivingly connected with a propeller hub I33 by splines or the like I34. The hub I33 provides a plurality of sockets I35 rotatably supporting the blades 3I on stack bearings I38 and a pilot bearing I31 supported by a spindle I38 concentric with the bottom of the socket. Housed within the blade root 3| there is the torque unit 30 including the piston 36 separating the chambers 34 and 35, the piston having a skirt I39 helically splined to the cylinder at I48 and to the spindle I38 at I, such that radial movement of the, pistorr causes the blade conditions experienced in flying and generally illustrated in the fluid circuits of Figs. 1 to 6, whether the flying condition be for take-off, cruising on governed speed, feathering and unfeathering, reverse pitch for braking, or shifting back to positive pitch. Selection of those and other flying conditions is accomplished in general by movement of the fulcrum member 28 which alters the opposing relation and ratio of forces administered to the valve lever 21 by the centrifugal force of propeller rotation and by the spring 29. A carriage IIO supports the fulcrum 28 and has a part III running in a groove 2 of a control ring II3 movable lengthwise of the lever 21 by means of threaded shafts II4 actuated by an outside force as will presently appear. Also engaging the same groove I I 2 there is a shoe Il8 extending from a member H5 that carries a pin or abutment I I1 engageable with a cooper ating abutment I I 8 on the end of the stem I8 for the range selector valve I0. A third shoe I I9 engases the groove I I2 and operates to shift a rod 3| to rotate within the socket I35, to which blade is attached a blade gear I42 that meshes with a master gear I43 that maintains equalized turning of allof the blades of the hub. Extending along the center of spindle I38 there is a tubular passage I44 connecting the chamber 35 with the control passage 32, while a passage I45 connects the chamber 34 with the control passage 25 and thence to the governor valve 20 and the selector valve I0 as has been explained above.

Attached to the propeller hub I 33 there is a regulator I46 that encloses all of the control elements and rotates with the propeller so as to form a reservoir I41 providing the fluid medium by which the apparatus operates. The regulator comprises a plate I48 embedding certain of the tubes and passages for the fluid circuit, and forming a mounting support for the control elements, the proper mounting of the elements also effecting their proper connection into the fluid circuit. A cover member I 49 secured to the plate I48 completes the enclosure of the reservoir except for certain seals, as will presently be described, and

' 9 provides a filler opening closed by a screw plus I" that is so disposed as to provide for ground adjustment of the governor valve 20, 'amovable rotating, will take up a radially inward positi asinr'ig. inwhichthespringflcausesthe lands a .and'e to uncover the ports 22 and as.

abutment Iil. being provided, for seating the pring 20. While all of the control elements are structurall'ymounted on the plate lit-they are not so illustrated in the schematic view of Fig. 7,

which is thought to make for better clearness;

All of the pumps I,-80, and are mounted on some part. of the regulator so as-to rotate as the .propeller is rotated and are thereby. driven by reason of the pump driving gears I52 rolling about a toothed flange III carried by an adapter" sleeve I54 concentrically circumscribing the shaft I02, and extending outside of the regulator'cover I to provide a lug or tongue I55 engageable between brackets or stops I" carried by a rigid part of the craft, such as the gear casing I30. Thus, during operation of the propeller, the hub and regulator rotates. relative to'the adapter sleeve in and the engine nosing I30. Journalled in the flange I53 of the adapter sleeve there are a plurality of shafts I51 each of which ends in the threaded shafts Ill for movingthe control ring Ill, and eachshaft I01 is headed up by a pinion I50 engageable with the teethof a ring.

gear I59;outside"df=the regulator, and which is oscillatable by meansQof a cable or rod connection'l00 accessible to the pilot, or operable by some automatic speed control device. It should be apparent that oscillation of the ring gear I00 will coincidentally rotate all of the shafts I51 and member I I is here shown as having a slotted link of two branches I6I, and I62 cooperating with the pin or abutment H0, and so characterized that traverse of the branch IOI has no effect upon the position of the selector valve I0 but that traverse of the branch I02 when the control ring is being moved to set the governor fulcrum 28- for negative pitch ,will at the same time shift the selector valve to the negative pitch position.

The accumulator 80 is also shown as of the rigid flask type mounted at the forward end of the hub and shaft, to include a cylinder I03 mounted on the hub and closed at its out end by a removable cap or plug I04 carrying a filler valve assembly I bywhich the interior of the cylindermay be charged with gas under pressure A cup-like piston I86 isslidably disposed within the cylinder 151- The opposite end of the cylinder I63 is closed by head member I01 and thereby forms a chamber opening to the passage 1 as has-been explained.

Upon comparison of Figs. 1 to '7 it should be apparent that movement of the rod I60 and ring gear I59 will shift the carriage IIO along the length of the lever 21 so that the various functions of control can be set up. The conditions for The pumps not rotating, there will be but trapped pressure in'the lines 3,], 0, and so theplungei;

ll of the pressure control valve raises under the influence of spring 40 closing the port 41. There being no blow-01f pressure in line 4| to the pump control valve I0 its-plunger may be in the-pump connecting position shown if the pressure in the source line had been-low at the time ofv propeller stopping, or it may have drifted to pump disconnecting position if the line pressure had been sufliciently high to supply. the needs at the time V of propeller storp. Start of the enginepnd rotation of the propeller drives the pumps I and 00, to build up pressure in the line 3, I, 0 leading by. way of ports Iland I4 and passage II to the port" 2I of the governor valve 20. Since the port 22 is now uncovered, pressure flows through 24, 02 to the chamber 05 of the torque unit and actuates the piston 36 in a decrease pitch sense. Speed of propeller rotation soon mounts to such value that the governor valve member 20 reaches'the equilibrium position for the particularv setting of the fulcrum 28. and the engine and propeller run at idle speeds which is proper for warm-up. During this period the valve units 40, 50, I0, 90, and

I00 will have operated to meet the conditions of need, with proper cut-outv of auxiliary pressure source as the pressure in the line rises beyond the needs of pitch shift, and perhaps some attendant charging of the accumulator. Under engine idling conditions, the elements of control will rapidly-reach'a substantially stable relation in which the governor valve lands (1 and e cover the .ports 22 and 23 with the blades 3| remaining at a setting fitting the torque applied by the engine. There being practically no demand for fluid flow to'eifect pitch change the pressure control valve 40 will open port 41 which feeds pressure fluid against theend of plunger I0 to open ports II and I0, disconnecting the delivery of pumps 00 from the line 3, .and relieving the excess of the lines 2, l, I tothe reservoir. If the delivery of rpump- I is more than is needed the excess spills out to the reservoir by the valve I0 and drain I3. V

Takeofi and accumulator filling During take-oi! the fulcrum 28 is movedto the proper R. P. M. setting and the engine fuel .delivery is increased the propeller control elements then assuming the relation somewhat in semblance to the illustration of Fig. 1. The range selector valve I0 remains in the positive pitch position with the parts II! and IIQ out of engagement substantially as shown. The increas'edispeed of the engine rotates the regulator 1 the control passage 25 tends to increase the pitch engine starting will be somewhat as indicated' 1, except that the accumulator filling valve 56' will be closed so as to conserve the stored energy in the accumulator, and the shuttle valve I00 may have its shiftable element at either end of thecasing depending upon the last pitch shifting by the fluid circut connections illustrated in Fig.

function that was applied to the torquej unit.

"enough to answer all demands for this condi- The governor valve 26, since the propeller is not faster and the centrifugal force acting on the governor valve 26 moves the lands d and e outward to uncover ports 22 and 23 which connects the. pressure source from lines 3 and I through the-ports 2|, 20 with chamber of the torque unit, the chamber 35 draining back to the reservoir through 32, IS, I5, 20, and 22. Pressure in of blade 3| to match the engine torque, and is applicable through the branch IM to one end .of the shuttle valve I00 which shifts to apply that high pressure to the chamber 45 of the pressm'c control valve which tends to assist the spring and centrifugal force upon the plunger 44 to close the'blow-ofi port 41. Normally'the pressure in the lines 3, '4, supplied by the pump I will be tion of operation, wherefor valves 46, III and 80 II, is greater than the aggregate of spring pressure and accumulator pressure in the passages 54, 55 and 55 on the other side of the ball check valve. In any event during accumulator charge, pressure forces the fluid from the line 4 through the passage 6 into the chamber 5| where it flows around-the head 52 of the flow valve and through the passage 59 to unseat the ball check valve 55. From the chamber 55 the fluid flows by way of 58, 54 and 1 to the interior of the accumulator III deflecting the resilient wall 60a. Obviously, when the pressure differential on opposite sides of the ball check valve has been reduced, the charging of the accumulator will cease. Should the pressure differential across the ball check valve be reversed, there will be no back flow from the accumulator except as controlled and later described. The high accumulator pressure in the bore 54 is applied to equal areas and in opposite directions, when the valve g is closed against seat 52, becoming a balanced valve. However, the spring 520 assures closing of the land g against the seat 53 until it is intentionally displaced, such as for feathering or unfeathering.

Overspeed control Normally, at the conclusion of take-01f, the craft will be leveled off for cruising under constant speed, which is accomplished by moving the control cable or rod I60 to effect the most efficient engine and propeller operation, by shifting the fulcrum 28 to best suit the engine and propeller combination. As shown in Fig. 2 that involves a slight increase of blade pitch which is accomplished by moving the fulcrum to the left of the take-off setting which is toward the spring 29. Little change will take place in the relation of the control elements, beyond a momentary outward movement of the governor valve 26 due to the shift of the fulcrum giving the centrifugal force temporary domination over the spring force upon the valve 26. This outward movement of the valve 26 connects port 2| with 23 for pressure application to the increased pitch line to the,

chamber 34 of the torque unit, the chamber 35 draining back through port 22. The pitch of the blades 3| is accordingly increased to the point where the increased load on the engine decreases its speed until the forces acting in opposition of the valve 26 bring it back to the equilibrium position in which the lands d and e substantially cover the ports 22 and 23 with no further blade shift. In the event of any change of speed, the governor valve moves to effect the proper change in blade pitch to suit the speed change. If there is a decrease of speed, then there is less centrifugal force applied to the valve 26 and it moves radially inward to connect port 2| with 22 and apply pressure to the pitch decreasing side of the torque unit. If there is an increase in speed, then there is more centrifugal force applied to the valve 26 which moves it outward to connect port 2| with 23 as shown in Fig. 2. That shift of the valve 26 directs pressure to the pitch increase side of the torque unit. In each case, as soon 12 as the blades are shifted to meet the new change in speed, the governor valve returns to cover the ports 22 and 23, or the equilibrium position.

Feather-ing control Whenever during flight an engine becomes in-' operative or is to be rendered inoperative, it is desirable to turn the blades so that they will offer the least resistance to the air stream and not be rotated. The feathering adjustment ls accomplished by actuating the cable or rod I" to move the fulcrum 28 to a position between the spring 29 and the valve plunger 26 substantially .as shown in Fig. 3. That movement so alters' the forces acting on the valve plunger 26 that centrifugal force assists the force of spring 29 in moving the plunger 26 outward for widely connecting the ports 2| and 23. That fulcrum movement does not alter the position of the selector valve |0 but it does move the carriage I22 far enough toward the left of the view that the roller |2| engages the cam I23 and actuates the lever I24 to depress the pin 51 for upsetting the ball check valve 56. The extreme outward movement of the valve 26 conditions the pitch shifting lines for pressure application from line 4 to the increase pitch side of the torque unit, and the openingof the check valve 56 applies the pressure within the accumulator to the line 4.

If the propeller is not rotating at the time the feathering function is called for, or if the propeller is rotating but slowly, then a momentary opening of the check valve is all that is required for applying the accumulator pressure to the blade torque unit. However, if the propeller is rotating rapidly, then the pressure within the lines 4 and 6 may be so high as to be near the potential of the accumulator pressure. Thus, the pressure on opposite sides of the flanged head of the flow valve 52 may be so nearly equal that opening of the ball check valve does not properly open the valve c. That is desirably the condition, so that the stored accumulator pressure may be saved for blade movements when there is nothing to augment the accumulator pressure. When the governor valve is first opened widely for connecting the ports 2| and 23 there is such sudden depletion of pressure in the lines 4, 5 and chamber 43, accompanied by flow from control passage 25 through |0|, I03, and 42 to chamber 45 that the pressure control valve 40 immediately closes the blow-off port 41 which effects cut-in of the pumps 80 to supplement the pump I. For that reason the pressure in line 4 is maintained so long as the propeller is rotating at a sufficient speed, and the pressure in chamber 5| remains high until the feathering function is well toward completion.

Feathering is an increase pitch function, and a coarse pitch setting with no driving torque applied rapidly slows down the speed of propeller rotation and consequently the delivery of the pumps and 80. The condition is eventually reached in which there is suflicient pressure differential on the flanged head of the flow valve that the port 55 can be opened in response to unseating the ball check valve 56. Speed responsive means are therefor provided for holding the check valve 56 open during the interim between initial upsetting of it by the oscillation of lever 25 and the time that the pump pressure in line 4-, and line 6 falls substantially below the pressure of the accumulator in 59 and that part of the chamber 5| to the left of the flanged head carriage m at m and has a notch bounded by parallel arms I12 and I13 engageable with a pin' I14 setin the carriagel22 for limiting the pivf otal-movement of the weight member with respect to the'carriage I22. A spring I15 seated on the carriage urges the weight member inward so that the arm I13 engages the pin I14 'as shown in Fig. 4, but during propeller rotation the weight member'moves outward under centrifugal force until the arm I12 engages'the pin I14 -'as shownv in Fig. 3. In that position, a cam portion I13 of of the valve. That speed responsive means voimipi'ises a weight .member- 1-21 pivoted to the the mm a if moved alongthe leve'r at mposition att eright ofthe line of pressure of the spring 23.. When that is done the propeller usually is not rotating and consequently there .is no centrifugal force appliedto any of the-control elements. The governor valve 25 remains in the the weight member I21 engages an extension I28 of the member I24 when the carriage is shifted to the feathering position and holds the lever I24.

in the elevated position and the pin'51- in up-. setting relation with respect. to the ball check.

rotation when the pumps are supplying pressure to the lines 4 and 6, the ball check valve is held valve 55. Thus, during that interim of propeller open so that the flow valve 52 may be actuated as soon as the pump pressure falls sufllciently. There is thus an uninterrupted flow of pressure to the torque units for shifting the blades to the feathered position.

In any event, when there is flow from the accumulator; to the pressure line feeding the governor valve, it is in the first instance by way of passage 1 to the bore 54 and thence through 58 to the bore 55 and beneath the unseatedball accumulator pressure is applied to the left hand side of the flanged head and there is materially less force (pump pressure and force of spring 52a) on the right hand side of the flanged head 52b the flow-valve will be moved to the right as -'shown,.. in. Fig. 3, to connect the accumulator directly'tothe pressure line through 1, 54, 53, 5|, 7

and 8, the movement of fluid keeping the land 9 away-from 'the seat 53 until the torque units have eifected the completion of the feathered shift. As scenes the blades reach the feathered 3 a position the'pressure becomes equal on both sides {of the flanged head 52b and the valve drifts back toa seating relation, while the weight'member I21 because of no rotation of the propeller, has-retracted against the stop I14 and the linkage for upsetting the ball check valve retracts allowing the valve 55 to again seat, thus trapping the .remainder of accumulator pressure for the unfeathering function. During this portion of featheringin which the accumulator is supplying pressure to the line 4, the delivery from the pumps 80 is so low that the check valve 92 closes, and the pressures in passages 5 and.42

being equal the forces on opposite sides of the land I of the pressure control valve balance except for the force of spring 46 which manifests in the closing of blow-off port 41, these means cutting off all unnecessary escape of accumulator pressure and insuring that itis directed along the proper passages to the torque units.

Unfeathering To restore the blade pitch to operative governed pitch range by unfeathering, is accomplished according to the showingof Fig. 4, where inward position shown where the port2I is connected with the'port. 22 for directing fluid pressure to. the pitch decrease" chamber 351 of the torqueunit, while the chamber 3 4 of the torque unit is'open to drain at port 23. 'No chahge takes. place in the range selector valve III, but the car-' riage' I22 inmovingto the right does-momentarily trip'the lever I24 and'eflect unseating of the ball check valve 55 which'eifects opening of the flow valve 52 and connects-the accumulator directly with the pressure line.4 as hasbeen ex:

plained in connection with the-feathering function. 'I'hat'pressure now flows through the passages 6,'4, II, 2|," 22, 24 and 32 to the chamber 35 thereby shifting'the blade out of the feathered position into a windmilling position. or to such a position that the airflow over the propeller if the craft is in flight, that the propeller and enginefrom the accumulator the flow valve 52 closes under the urge of spring 52a, and the unfeathering function is completed by the pumps under the rotating influence'of the rotating propeller.

Transition positive to negative pitch Under certain conditions of propeller operation.

it is desirable to have a negative pitch setting of the blades so that braking of the craft may be had on landing, or other maneuvering may be effected. Fig. 5 shows the condition of the control elements for the transition from positive governed pitch range to the ungoverned negative pitch setting. The fulcrum 2-8 has been moved to the extreme right hand end of the lever 21 by the control ring II3 which at the same .time

engages the elements H1 and H8 of the range selector valve linkageand moves the plunger I8 to the negative pitch position which switches the governor valve unit 20 out of the operative fluid circuit and connects the pressure line 4 directly with the chamber 35 of the torque unit 30, and the piston 38 moving in response thereto rotates the blade from the minimum pitch angle in the positive range through the zero pitch position to the maximum negative pitch angle. The drain from the chamber 34' of the torque unit is accomplished through passage 25, 33 and port I 1 of the selector valves since the governor port 23 normally serving that purpose is now closed. That is because the increase of propeller speed occuring while the blade moves to zero inclination is enough to cast-the valve 26 outwardly to conv is I piston stop I82 pivoted to or near the governor valve 29, which stop has an arm- I93 engageable with the valve 26 for moving it to the pitch increasing position preparatory for the return shift to positive pitch. The start of that-piston movement is shown in Fig. 5, and its fully shifted position in Fig. 6. When the transition. from positive to negative is started the pressure line 4 is connected to the passage 32 without material restriction which would rapidly decrease the pres- I34 the hub provides a seat cooperable witha split cone ring I93,forced into binding engage ment by the usual hub-shaft nut I94 threaded on the end of the shaft I32 which disposes it sure for operating the torque unit were. it not nut I94 there is an endless cylindrical ring I91 I covering a pair of internal grooves I98 and I99 of for the fact that the same pressure is applied to the'shuttle valve I99 and to the chamber 45 of the pressure control valve 49 which closes oil the blow-oil ports" and cuts in the auxiliary pumps 99 to supplement thedemand of fluid pressure needed for the complete shift. The blade angle beingreduced as the shift is made toward zero pitch, an accompanying increase of propeller speed drives the pumps faster and should there be developed more pressure than is needded, the excess will either feed into the accumulator or be returned to the reservoir by the valve units 49 and I9.

Transition from negative to governed positive pitch; range Return to the positive pitch range is accomplished by shifting the fulcrum 28 along the lever 21 as suggested in Fig. 6, but this has no eifect upon the governor valve 26 immediately inasmuch as it is held in the outward position connectin ports 2i and 23 by reason of the negative pitch position then occupied by the blades. The movement of the fulcrum 29 does shift the selector valve plunger I8 back to the positive pitch position which reestablishes the fluid connections proper for governed control by the operation of the governor as soon as the positive pitch range is accomplished. As soon as the shift of the selector valve is made to the positive pitch position, pressure in the'line 4 flows through I3, I4, II, H, 23, 25 to the chamber 34 of the torque unit. There is substantially no restriction at ports 2 I, '23, and the shift now being made through angles that are at first decreasing, the pressure of the system is automatically supplemented by the auxiliary pumps as needed. At first the arm I83 holds the va1ve 26 in the increased pitch position until the cam I89 withdraws from the end of rod I8I, and then the increased speed tends to keep the governor ports 2I, 23 connected until blade shift into the positive pitch range has progressed far enough and increased enough in inclination to reduce the speed of propeller rotation. By that time the master gear I43 will have reversed its rotation far enough to have allowed the push rod I8I to retract and the piston stop I82 assume its normal position. The system will then be reconditioned for operation for any of the other functions, but particularly for take-off or cruise per the circuit conditions of Figs. 1 and 2.

Structural application of the foregoing principles will now be made with respect to Figs. 8 and those following where the same reference characters are applied so far as consistent, with further explanation as to differences of the physical structure. The engine driven propeller shaft I32 that projects through the engine nosing I39 provides a collar I99 against which seats a rear cone seat or ring I9I engageable with a complementary portion of a tubular extension I92 extending rearward from the hub I33 supporting the sockets I35. In front of the driving splines somewhat remotely from the foreward end of the hub and makes way for the mounting of the accumulator chamber I53 by its flange I while a portion thereof including the head member I6I is socketed within the axial bore I96 of the hub in front of the shaft I32. Tightly fitting within the axial bore I96 and surrounding the T-section that in their shallow parts contain each a pair of fluid seal rings 299 separated by a wave spring so that the middle portion of the T- groove may contribute to the fluid circuit as will presently appear. The ring I91 is secured against displacement by the cone ring I93 at one end and a snap ring 29I engaging a groove in the axial bore I96 at the other end. The stem portion of the T-groove I98 opens into a chamber 292 concentric .of the central boss 293 for each socket I35 of the hub, and a cap screw 294 sup porting a transfer tube 295 provides fluid connection to the outside end of the piston 36 which it slidably engages. The cap screw 294 in threading into the hub boss 293 also forces a dished member 296 into engagement with the inner flange 291 of a fixed spline member I39 that provides the spline connection I4I with the skirt I39 of the piston 36, and the fixed spline 299 has toothed engagement at 299, in the nature of splines, with the inner periphery of a cylindrical flange 2I9 upstanding from the hub boss 293, which assists in selecting and setting one of the limits of blade angle shift.

The piston 36 has a centrally disposed hollow stem 2 supporting a seal gland 2I2 slidably engaging the tube 295 in fluid tight relation thereby dividing the torque cylinder 39 into the two chambers 34 and 35 as has been described. The chamber 35 communicates with the tube 295 and internal groove I98 while the chamber 34 within the spline I38 opens through a notch or hole in the member 296 to a passage 2I3 in the hub boss 293 to the internal groove I99. About a portion 2I4 of the stem 2I I. there are disposed a number of shims 2I5 of such diameter as to overlay the end of the fixed spline member I38 and act as stops to define the minimum content of the chamber 34, or for limiting the inward travel of the piston 36 and thus one end limit of the range of blade shift. The shims are held in their relative position by a snap ring 2 I 9.

The torque cylinder 39 ends inwardly with a flange 2I1 engaging one element of a preload bearing I31 piloted about the hub boss 293, and several driving dowels, one of which is shown at 2I9, pin the flange 2I'I to the butt end 229 of the blade 3I. At the appropritae sector the flange 2I I provides the blade gear I42 meshing with the master or coordinating gear I 43 which assures that all blades of each hub will be changed equally. The master gear as shown in Fig. 8 provides a sleeved extension 22I forming a race for a set of balls 222 contained by a stepped ring 223 filling the end of the hub I33 and providing a support for the master gear I43. The ring 223 is secured to the end of the hub in any convenient manner, usch as by cap screws through a plane flange bounded by a cylindrical flange 224 receiving a spacer 225 against which fits a flange 226 of a sleeve piloted within the hub and master gear as shown. Radially inward of the spacer 228 there is a ring 221 keyed to be driven by the extension 22I oi the master gear I43, as by the ring and key device 228, the ring 221 providing the cam I88 designed for operating the rod I8I which here has a contact piece 229 engageable by the cam I88 and movable against a spring 238 encompassing the rod I8I and recessed in the hub I33.

-The flange I95 of the accumulator is mounted against the flange 226 and has a-radially extending passage 23I leading from the cylinder I63 to a cap member 232, chambered to receive a tubular member 233 extending in sealing relation through the members 226, 225, 223 and to open into the passage 1 provided by the hub body, substantially as shown in Fig. 11. The passage 1 extends through the hub and opens to appropriate connections in the regulator, in a manner similar to that shown in Fig. 8 for the 4 torque unit connections through the tubes or passages I44, I45 where the plate I48 has openings 234 from the embedded tubular members 235 aligned with the hub passage to be connected, there being a countersink in one of the members receptive of a resilient seal ring 238 that prevents leakage at the juncture.

For detailed description of the regulator or governing apparatus reference is now made to Figs. 9 to 15 inclusive where the regulator plate I48 is shown to be of annular form and as having its inner periphery 231 seated on the juncture 238 of the hub and extension I92 where it is held in driving relation by dowels and a sleevenut 239 threaded to the hub extension I92 at 248. On the inner surface of the plate I48 and adjacentthe inner periphery 231 there is an annular channel 2 adapted to house a resilient seal ring 242 and an adapter bearing ring 243 which is held in place by several clips 244 attached to the plate. The regulator plate I48 is specifically constructed to embrace a tubage assembly communicating with suitable wells and ports for effecting the fluid connections functionally illustrated in Figs. 1 to 6 inclusive, and provides appropriate pockets and mounting pads for securement of the elements of the control devices. As shown in Figs. 9 and 10 the plate provides a pocket 245 receptive of a part of the governor valve 28, and a pair of pockets 246 receptive each of one of the auxiliary pumps 88. The tubage assembly is shown in Fig. 10, and embraces a number of tube elements joining junction blocks of relative hard material that in some instances also act as mounting pads for the particular control element to be attached. Accordingly, the junction blocks or mounting pads have been indicated by reference numerals corresponding to the part it supports but increased by 388. Thus the pad 38I supports the pump I while the pad 348 supports the pressure control valve 48 and so on.

In some instances more than one of the control elements may be mounted at one station. Thus, as respects the pad 38I, the tube sections corresponding to the passages 3 and 9| both open into a well 241 housing the check valve 2 and communicating with the pump I. The check valve assembly in its entirety is shown in Fig. 12, and comprises a tubular member 248 having a shell part 249 disposed in the well 241 and enclosing a spring 258 forcing a valve disc 25I against a seat 252, while a spool part 253 is covered by a junction or cap member 255 joining the outlet of pump I to the well 241, a seal ring 254 being interposed where necessary to stop fluid leakage. Embracing the spool portion 253 there is a filter screen 258 that operates to screen out any solid material picked up by the pump and delivered to the outside of the spool portion. The operating fluid after flowing through the screen 256 enters ports 251 of the spool portion to the bore of the tubular member and then displaces the valve 25I and flows through one or more side ports 258 in the shell portion 249 to the well 241 and thence on its way through 3 to the system in general. One end of'tube section 3 joins a tube section 259 and opens through the pad 348 to the surface of the plate through port 268 that communicates with the chamber 43 of the variable pressure control valve 40. Other ports 26I and 262 in the pad 348 open properly to communicate with the passages or tube sections 4| and 42; tube section 4I leading to port 263 of the pad 398, while tube section 42 leads to port 264 for the shuttle valve I88 located on the pad 3I8.

Proceeding counterclockwise around Fig. 10, the tube section 259 joins pad 358 where it communicates with tube section 265 and opens by port 266 through the face of the pad to the chamber 5| of the feather valve 58, a second port 261 at the bottom of a well 288 opens to tube section 289 curved around to join a block 2-1I that provides a port 212 through the back of the plate connecting with passage I leading to the accumulator. The mounting pad 3I8 operates to mount both the range selector valve I8 and the shuttle valve I88, as well as to properly, connect the ports thereof into the hydraulic system. One end of the tube section 265 is anchored to the pad 3I8 and opens to the face thereof by port 213 adapted to communicate with port I3 of the valve I8. A port'214 for connection with the valve port I4 opens into one end of tube section 215 leading to the pad 328 for the governor valve 28 and ending in a well 216 surrounding a port 211. The port 211 is adapted to connect with passages in the valve unit 28 to the pump supply port 2l thereof, while increase pitch port 23 of the valve unit is connected through the body of the valve to port 218 in well 219 of the pad 328 that supports tube section 235 leading to a pad 28I where there is joined tube section 282 leading to port 283 in the pad 3I8. At the juncture of tube sections 235 with tube section 286 leading to port 281 in the pad 3I8, which port 281 is adapted to connect with valve port I5. Port I6 of the valve unit is adapted to connect withport 288 of the pad 3 I8 that opens into a tube section or drill-way 289 of the pad connecting at one end with a tube section 298 ending in pad 21I with a port 29I opening through the back of the plate I48 to connect with control passage I44, similar to the showing in Fig. 8 for the port and passage I45. The other end of the drill-way 289 opens into a port 292 of the pad 3I8, at which port communication is had with one end of the shuttle valve I88 substantially as shown in Fig. 13.

As is indicated in'Figs. 9 and 13, the shuttle valve I88 is incorporated as a physical part of the range selector valve I8, there being a well 293 provided in the body of the cylinder I2 disposed to open at one end over the port 292 of the pad 3I8, while an internal channel 294 opens by an oblique bore 295 into a pocket 298 adapted to mate with the port 264 of the pad 3I8. A second oblique bore 291 extends from the bottom end of the well 293 to open into the port I1 of the range selector valve which is adapted to line up with the port 283 when the valve unit is clamped in place as shown in Fig. 9 and Fig. 13. A porting sleeve 298 disposed in the well 293 seats at one end on a shoulder 299 and has grooves 302 and 303 for registry with the internal channel 294 and bore 295, and with the bore 291, there being cross ports 304 and 305 connecting the ooves 302 and 303 with the bore of the sleeve 298, within which slides a valve stem or plunger 306 corresponding to the element 104 of the shuttle .valve 10 shown in Figs. 1 to 6. The plunger 306 is provided with two guide lands 301 and 308 of bar form slidable along the bore of the sleeve 298. These guide lands have wide diametric flats that allow the passage of fluid thereby lengthwise of the plunger. A third land 309 is of full area. of the bore of the sleeve to provide piston faces and is so disposed between the lands 301 and 308 and with respect to the cross bore 304 of the porting sleeve that it may be moved to either side of said port 304. A flange 31 I on one end of the plunger 306 is larger in diameter than the bore of the sleeve and cooperates with the end of the sleeve adjacent the shoulder 299, and with a second shoulder 312 at the bottom of the well 293 to act as a stop limiting the movement of the valve plunger 306. In the position shown in Fig. 13 the plunger is in position to connect the pitch increase line to the line 42 of the variable pressure control valve 40, through the elements 218, 219, 235, 282, 283, 11, 291, 302, 305, bore of sleeve 298, 304, 294, 295, and 264 to 42. When the governor valve applies fluid ressure to the decrease pitch port 22 the pressure will be applied through elements 285, 284, 286, 281, 15, 16, 288, 289, 292 to the flats on the sides of the land 301 and against the full area land 309 of the plunger 306. The plunger will thereby be moved upwardly as respects Fig. 13 until the flange 311 engages ledge 312 and opens 304 to 292 and permits the pressure from the decrease pitch line to flow through 294, 296 and 264 to the line 42. Also when pressure is applied to the increase pitch line the pressure present in bore 291 enters through 305 to force land 309 down as limited by the flange 311 and opens 305 to 304 and the line 42.

There are two pads 380 joined by tube section 313, both pads opening with ports 314 for communication with the outlet of the pumps 80 somewhat as shown in Fig. 8. A tube section 315 extends to a junction block 316 where it ends in a port 311 at the bottom of a well 318, there being a second well 319 and port 321 connected to a tube section 322 leading to pad 390 and ending in a port 323, where connection is made with the pump control valve and check valve. Mounted over the pad 316 to cooperate with the ports 311 and 321 there is a portion 01 the regulator cover 149 that embodies an externally removable filter assembly substantially as shown in Fig. 14, where the cover member 149 supports a juncture block 324 and a mounting pad 325 joined by tube sections 326 and 321 opening into a stepped bore of the pad 325 from the wells 318 and 319. Threaded into the end of the pad 325 there is a hollow cap 328 that encloses a spool member 329 supporting a filter screen 331, a central bore 332 opening to the tube section 326 and providing lateral ports 333 communicating with the inside of the screen, while the cap member 328 surrounding the screen is apertured at 334 to open to the tube section 321. The parts are so proportioned that there is no fluid path between the tube sections 326 and 321 except through the screen 331 which thereby filters out any solid material picked up by the pumps 80 and delivered through 315, 311, 313, and 321 to the outside of the screen. Unscrewing of the threaded cap 328 permits cleaning or replacement of the filter element.

The pad 390 has already been described as providing the ports 263 and 323 that communicate with the tube sections 41 and 322 respectively. It also provides a port 335 that opens into a tube section 91 leading to the port 241 of pad or block 301. The valve unit mounted over the pad 390 structurally embodies both the pump control valve 10 and the check valve so that the connecting passage 12 is provided within the valve body. while the end of double land i is open to the port 263 of pad 390, and ports 335 and 323 of the pad 390 are adapted to connect with passages 12 and 11 respectively when the valve body 90 is secured in place. This structural application of the control elements for the propeller is the same functionally as the showing in the circuit diagrams of Figs. 1 to 6 and the schematic view of Fig. '1. It should be understood that when the valve units of the control apparatus are mounted on the regulator plate 148 of Fig. 10 that a substantially balanced arrangement will obtain somewhat as shown in Fig. 9 where the valve elements are shown attached by screw devices 336 passing through appropriate apertures or holes in the valve units and threading into the body of the plate or the mounting pads provided thereby. The holes for the mounting screws that would normally show in Fig. 10 have been omitted, since their inclusion would only tend to complicate the illustration. All parts mounted on the plate 148 are enclosed within the reservoir 141 by the cover 149 peripherally secured thereto by the screw devices 331, the inner bounds of the cover 149 embracing an adapter sleeve or control assembly 338 that surrounds the sleeve nut 23! and extends axially of the reservoir to telescope within the seal ring 242 and the bearing ring 243.

The adapter sleeve 338 provides support for the flanged sleeve 154 described in connection with Fig. '7, and which carries the toothed flange I53 driving the pump gears 152. The sleeve 333 is oscillatable within the member 154 for axial movement of the control ring 1 13 as will presently appear, while the sleeve 154 remains fixed relative to the engine nosing as has been explained. Here a facing ring 339 covers the end of the sleeve 338 and is spaced therefrom by spacers 341, and screw devices passing through the ring 339, spacers 341 thread into the body of sleeve 154 to make a rigid assembly. A notch 342 of the facing ring engages over a tongue 343 of a ring 344 on the engine nose 130 retains the assembly against rotation with the regulator. Between the facing ring 339 and the end of the sleeve 154 there is a ring 345 having an arm 346 to which is attached the control rod or cable 160, and the ring 345 has driving relation with the sleeve 338, such as by alternating tongues and notches or interrupted flanges, so that oscillation of the ring 345 will also oscillate the sleeve 338 relative to the sleeve 154 which supports them. The member 154 provides a race for a series of balls 341 supported by a. bearing member 348 secured to the cover 149 of the regulator by screw devices 349 while a keeper ring 351 and seal ring 352 carried by the cover provide an assurance against leakage of fluid from the reservoir. By these bearings, it is assured that the adapter assembly will always be concentric with the regulator rotation, so thatthere will be no undue binding of friction in the moving parts For relieving the reservoir I41 from excessive pressure, there is provided a relief valve 353 which upon shift of blade pitch from one range to another, and a range selector valve for selecting isshown in enlarged section in Fig.;15, where the sleeve I54 provides an axial extending bore 354 with an enlargement 355 providing a seat 356 en outside of the reservoir. The bore 354 joins a radithe range of pitch settings for the blade operaticn, said selector valve when selecting a negative range of. blade operation disabling the operation of said governor valve.

2. A hydraulic system for control of blade pitch,

'of a variable pitch propellerthrough the full ally extending drill passage 362 located in the flange I53, the outer end Ofthe drill passage 362 opening into a cross passage 363 which is always wellabove-the liquid in the reservoir I41 even whenthe stored'energy of the accumulator is ex'-' pended and thefull volume of the liquid is in the reservoir.

. For transferring motion of the rod or cable I66 ports the control ring I I3 inthe usual manner to be moved along the length thereof toward and away from the regulator plate I48. At a plurality of points, usually three, the extension 364 has a straight narrow slot-365 parallel with the axis of propeller rotation, and in which there is disposed a roller 366 carried by a pin 36'! secured in the control ring I I3, a second roller 368 on the same pin being located in an oblique slot'369 provided by the sleeve 338. Since thesleeve 338 is oscillatable by movement of the cable or rod I60 the point of intersection of the slots 365 and 369 will be varied, and the rollers 366 and 368 following the contour of the slots will cause the carriages to move toward or from the regulator plate as the sleeve 338 is. oscillated in one direction or the other with respect to the member I54.- The control point of the member, I60 is located in the ,pilots compartment, and when actuated to call for any of the functions within the capacity of the control apparatus," will so actuate the cartion as hereindisclosed, constitutes a preferred form,it is to bejunderstood that other forms might be adopted, all coming within the scope of the claims which follow. I v

What is claimed'isf asiollows:

1. A hydraulic system for control of blade pitch of a variable pitch propeller through the full range of flight conditions, comprising in combination, a blade shifting motor, a systein pump and a speed responsive governor valve with interconnecting passages for actuation of the blade shifting motor,,a variable pressure control valve exposed to the output of said system pump for limiting the pressure in said interconnecting passages to a relatively low potential during govspeed, and for immediately applying the full potential output of said system pump to the interconnecting passages during shift of blade pitch to satisfy a selected other basic setting within the range, an auxiliary pump whose output is normally segregated from the output of said system pump, means including said variable pressure control valve and connections to said blade shifting motor for coupling the output of said auxiliary pump to the output of said system pump range of flight conditions, comprising in combination, a double acting fluid servo-motor for shifting the blades. a fluid pressure line {or supplying fluid under pressure to the servo-motor, a speed responsive governor valve for applying the fluid under pressure tothe servo-motor in response to variations from a selected setting, means'for setting the governor valve at a basic value to which it -will control, a system pump constantly feeding into said fluid pressure line, an auxiliary pump bypassing said fluid pressure line, a variable pressure control valve exposed to the pressure of said fluid pressure line and responsive to the pressure applied to said servo-motor for controlling the potential of pressure in said fluid pressure line, and a pump control valve operating under control of said variable pressure control valve to connect the auxiliary pump or pumps with the fluid pressure line, when the controlled potential of the fluid pressure line fails to meet the needs of said servo-motor, and a range selector valve actuated in response to predetermined movement of the governor setting means for connectingthe fluid pressure line directly with the servo-motor.'and bypassing the said governor.

3. A hydraulic system for control of blade settings of a variable pitch propeller through the full ;range of flight conditions including minute power applications incident to constant speed operation and vast power applications incident to leathering, braking andreturn to positive pitch setting,

the combination comprising, a double acting fluid reflecting the needs of power applied: to theservo-motor'for maintaining a low pressure potential at the governor valve when minute power applications aredesired, and for increasing the pressure potential at the governorvalve when greater power applications aredesired, a selector valve for disconnecting the governor valve and for connecting the fluid pressure supply directly to the servo-motor, said pressure control valve means then reflecting the maximum power needs as then applied to said servo-motor'and-operating to increase the pressure potential from said fluid pressure supply.

4. In a hydraulicsystemior control of blade pitch of a variable pitch propeller, the combination comprising, a blade actuating servo-motor, a governor valve for application of fluid pressure to the servo-motor, selective means for setting the governor valve to cheat a plurality of governed positive pitch conditions, negative, and feather- 2,sov,ev1

" governed pitch at any settingoi' the selective means, pressure control means for regulating the potential of pressure applied to the servo motor'tor all said conditions including a pressure control valve for diverting a large surplus of fluid under pressure from said pump from that needed by the governor in effecting governed positive pitch at any setting hi the selective means, and valve means responding to fluid pressure applied to saidservo-motor ior biasing 'said pressure control valve to divert a lesser surplus o! fluid under pressure from said pump and'that needed by the governor in effecting a change lective means, pressurecontrol 1 ing the potential pressure applied to the servo! motor iorall said conditions'including a pressure control valve for diverting aglarge surplus or fluid under pressure from said pump from that needed b the governor in eflecting governed positive pitch at any setting of the selective means, and

from-one governed positive pitch condition to' another selected by said selective means, 'an additional pump adapted to deliver fluid under' pressure'to said system, and valve means re-- spending to the surplus otfluid' diverted by said pressure control valve for connecting and disconnecting said additional pump to the system.

5. In a hydraulic system forcontrol of blade pitch of a variable pitch propeller, the combination comprising, a blade actuating servo-motor, a governor valve for application of fluid pressure to the servo motor, selective means for setting-the governoizgv'a'live to effect a plurality oi governed positive pitch; conditions, negative, and i'eathering'pitch conditions requiring a wide range of pressure applications to the servo-motor, a source of fluid medium, a pump delivering'the fluid under pressure'to the system and providing a surplus of fluid under pressure beyond what is normally needed by the governor for effecting governed positive pitch at any setting of the selective means, pressure control means for regvalve means responding to fluid pressure applied to said servo-motor for biasing Said D u e control valve to divert a lesser surplus or fluid under pressure from said pump and that needed by the governor ineflecting a change from one governed positive pitch condition toanotherselected by said selective means, an additional pump whose intake is connected with said source of fluid medium, and valve means responding-to surplus diversion of fluid under pressure by said pressure control valve for returning the output oi said additional pump to the saidsource or fluid medium so long as the first mentioned pump supplies the needs for fluid pressure application to said servo-- motor, and said last recited valve means responding to the absence of diverted surplus fluid under pressure for connecting the output of said additional pump to the system for efl'ecting other than governed positive pitch conditions.

7. In a hydraulic system for control of blade pitch of a variable pitch propeller, the combination comprising, a. blade actuating servo-motor,'a

governor valve for application of fluid pressure'to the servomotor, selective means for setting the governor valve to efiect a plurality of governed positive pitch conditions, negative, and feathering pitch conditions requiring a wide range of pressure applications to the servo-motor, a source of fluid medium, a pump delivering the fluid under pressure to the system and providing a surplus of mild under pressure beyond what is normally needed by the governor for eflecting' governed positive pitch at any setting of the selective means, pressure control means for regulating the potential of pressure applied to th servo-motor for all said conditions including a pressure control valve for diverting a large surplus'of fluid 1 under pressure from said'pump from beyond that governed positive pitch condition to another selected by said selective means, an additional pump operating'during governed positive pitch conditionsdrawing fluid from and returning to said source of fluid medium, and valve means exposed to the surplus of fluid under pressure diverted by the pressure control valve for connecting and disconnecting said additional pump to the system, said last named valve meansresponding to absence of diverted surplus of fluid for adding the output of said additional pump to the output of said flrst mentioned pump when the needs for fluid under pressure to be delivered to the servomotor exceeds the full capacity of said first recitedpump. r

6. In a hydraulic system for control of blade pitch of a variable pitch propeller, th combination comprising, a blade actuating servo-motor, a governor valve for application of fluid pressure to the servo-motor, selective means for settingthe governor valve to eflect a plurality of governed positive pitch conditions, negative, and'feathering pitch'conditions requiring a wid range of pressure applications to the servo-motor, asource' of fluid medium, a pump delivering the lipid under pressure to the system and providing-a pitch of a variable pitch tion comprising, a blade surplus or fluid under pressure beyond what-is normally needed by the governor for eflecting' governed positive pitch at any setting oi the .se-

needed by the governor in effecting governed positive. pitch at any setting of the selective means, and valve means responding to fluid pressure applied to said servo-motor for biasing said pressure control valve to divert a lesser surplus of fluid under pressure from said pump and that needed by the governor in eflfecting a change from one governed positive pitch condition to another selected by said selective means, an additional pump whose intake is connected with said source of fluid medium, and a pump control valve acting so long as a surplus or fluid under pressure is divertedby said pressure control valve to return the output of said additional pump to said source of fluid medium, means including a fluid connection with the pressure control valve whereby said pump control valve responds to an absence of diverted fluid under pressure to connect the output of the additional pump to the system for effecting other than govemedpositive pitch conditions called for by said selective means.

8. In 'a hydraulic system for control of blade propelleng the combinaactuating servo-motor, a governor valve for application of fluid pressure to the servo-motor, selective means for setting the governor valve to effect a plurality of governed positive pitch conditions, negative, and feathering pitch conditions requiring a wide range of pressure applications to the servo-motor, a source of fluid medium, a pump delivering the fluid unmeans for regulate der pressure to the system and providing a surplus of fluid under pressure beyond what is normally needed by the governor for effecting governed positive pitch at any setting of the selective means, an accumulator and control valve therefor connected with said system and adapted to charge the accumulator from said surplus of fluid, pres sure control means for supplying the potential of pressure required to be applied to the servo-motor for eflecting any of the selectable pitch conditions, including a pressure control valve for diverting a surplus of fluid under pressure provided by said pump from that needed for ,eflecting governed positive pitch conditions and the charging of said accumulator and for returning that surplus of fluid to the said source of fluid medium valve means with connections to said servo-motor and to said pressure control valve for reducing the amount of surplus fluid under pressure diverted by said pressure control valve and for correspondingly increasing the fluid under pressure for application to the servo-motor in eflecting a different governed positive pitch condition, an additional pump supplied by said source of fluid medium, a pump control valve responding to surplus of fluid under pressure returned to the sourc of fluid medium for returning the output of said additional pump to the source of fluid medium, and responding to th absence of returned surplus of fluid for connecting the output of said additional pump to the system for efl'ecting pitch conditions needing greater pressure applications to the servo-motor than for efl'ecting a change in governed positive pitch conditions, connections actuated by setting of the selective means to feathering pitch conditions for opening the charged accumulator to the system for application to the servo-motor, to assist both of said pumps in eiiecting the feathering pitch condition.

9. m a hydraulic system for control of blade pitch of a variable pitch propeller, the combination comprising, a blade actuating servo-motor, a governor valve for application of fluid pressure to theservo-motor, selective means for setting the governor valve to eflect a plurality of governed positive pitch conditions, negative, and feathering pitch conditions requiring a wide range of pressure applications to the servo-motor, a source of fluid medium, a pump delivering the fluid under pressure to the system and providing a surplus of fluid under pressure beyond what is normally needed by the governor for eflecting governed positive pitch at any setting of the selective means, a range selector valve inserted in the system between said pump and the governor valve for determining whether the servo-motor will actuate the blades in the positive or negative pitch conditions, means connected with the range selector valve and responsive to setting of the se lective means to eflect negative pitch conditions for disconnecting the pumpfrom the governor valve and connecting the pump directly with one side of the servo-motor, an accumulator, an accumulator control valve assembly connecting the accumulator with said system and adapted to charge said accumulator from said surplus of fluid, pressure control means for supplying the potential of pressure required to be applied to the servo-motor for efiecting any of the selectable pitch conditions, including a pressure control valve for diverting the surplus of fluid under pressure provided by said pump from that needed for eflecting governed positive pitch conditions, and for charging said accumulator, a shuttle valve with connections to said servo-motor and to said pressure control valve for reducing the amount oi surplus fluid under pressure that is diverted and for increasing the potential of the fluid under pressure for application to the servo-motor in efl'ecting a change to a difl'erent governed positive pitch condition, an additional pump for said system, a pump control valve responding to the surplus of fluid under pressure diverted by the pressure control valve for returning the output of said additional pump to the source of fluid medium, and responding to the absence of returned surplus of fluid for connecting the output of said additional pump to the system to assist the first mentioned pump in applying fluid under pressure to the servo-motor in effecting negative pitch condition, and the start of feathering pitch condition, and connections actuated by setting or the selective means to feathering pitch condition for connecting the charge of the accumulator to the system for completing the feathering pitch conditlon.

JAMES R. MAY.

REFERENCES CITED The following references are of record in the flle of this patent:

UNITED STATES PATENTS Number Name Date 2,216,416 Mader Oct. 1, 1940 2,296,288 Martin et a1 Sept. 22, 1942 2,307,101 -Blanchard et al. Jan. 5, 1943 2,307,102 Blanchard et al. Jan. 5, 1943 2,320,195 Rindfleisch May 25. 1943 2,343,416 Keller Mar. 7, 1944 2,353,566 Keller July 11, 1944 2,391,699 Haines et al. Dec. 25, 1945 2,402,065 Martin June 11, 1946 2,423,191 Kopp July 1. 1947 

